U.S. patent number 7,086,234 [Application Number 10/429,236] was granted by the patent office on 2006-08-08 for gas turbine combustion chamber with defined fuel input for the improvement of the homogeneity of the fuel-air mixture.
This patent grant is currently assigned to Rolls-Royce Deutschland Ltd & Co KG. Invention is credited to Thomas Doerr, Waldemar Lazik.
United States Patent |
7,086,234 |
Doerr , et al. |
August 8, 2006 |
Gas turbine combustion chamber with defined fuel input for the
improvement of the homogeneity of the fuel-air mixture
Abstract
A gas turbine combustion chamber with a burner 7, includes means
for the supply of fuel and an atomizer 6, wherein the means for the
supply of fuel are provided such that the fuel is injected in areas
with maximum airflow velocity.
Inventors: |
Doerr; Thomas (Berlin,
DE), Lazik; Waldemar (Berlin, DE) |
Assignee: |
Rolls-Royce Deutschland Ltd &
Co KG (Blankenfelde-Mahlow, DE)
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Family
ID: |
28798942 |
Appl.
No.: |
10/429,236 |
Filed: |
May 5, 2003 |
Prior Publication Data
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Document
Identifier |
Publication Date |
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US 20040040311 A1 |
Mar 4, 2004 |
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Foreign Application Priority Data
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Apr 30, 2002 [DE] |
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102 19 354 |
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Current U.S.
Class: |
60/776; 60/740;
60/737 |
Current CPC
Class: |
F23R
3/14 (20130101); F23R 3/30 (20130101); F23R
3/286 (20130101); F23D 2900/11101 (20130101); Y02T
50/60 (20130101); Y02T 50/675 (20130101) |
Current International
Class: |
F02C
7/22 (20060101); F02C 7/26 (20060101) |
Field of
Search: |
;60/776,737,739,740,742,746,747,748 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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19533055 |
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Mar 1996 |
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DE |
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19527453 |
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Jan 1997 |
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DE |
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19535370 |
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Mar 1997 |
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DE |
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19757189 |
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Jun 1999 |
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DE |
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0724115 |
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Jul 1996 |
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EP |
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0751345 |
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Jan 1997 |
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EP |
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0870989 |
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Oct 1998 |
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EP |
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1172610 |
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Jan 2002 |
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EP |
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WO 02/095293 |
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Nov 2002 |
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EP |
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2012415 |
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Jul 1979 |
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GB |
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Other References
German Search Report Oct. 29, 2002. cited by other.
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Primary Examiner: Rodriguez; William
Attorney, Agent or Firm: Klima; Timothy J.
Claims
What is claimed is:
1. A gas turbine combustion chamber comprising a burner; and means
for the supply of fuel, the burner comprising an atomizer and a
primary airflow through the atomizer, the primary airflow having a
varying velocity distribution through the atomizer with a maximum
airflow velocity and a minimum airflow velocity, wherein the means
for the supply of fuel are provided such that the fuel is injected
into areas of the primary airflow with the maximum airflow
velocity.
2. A gas turbine combustion chamber comprising a burner; and means
for the supply of fuel, the burner comprising an atomizer and a
primary air mass flow through the atomizer, the primary air mass
flow having a varying mass flow distribution through the atomizer
with a maximum local air mass flow and a minimum local air mass
flow, wherein the means for the supply of fuel are provided such
that the fuel is injected into areas of the primary air mass flow
with the maximum local air mass flow.
3. A gas turbine combustion chamber in accordance with claim 1,
wherein a primary air passage of the burner feeds the combustion
chamber with a major amount of the air required for mixing and
burning.
4. A gas turbine combustion chamber in accordance with claim 1,
wherein the means for the supply of fuel comprises at least one of
individual feed tubes and exit openings protruding into a free
cross-section of the atomizer.
5. A gas turbine combustion chamber in accordance with claim 4,
wherein the at least one of the feed tubes and the exit openings
issue from an outside into the area of airflow.
6. A gas turbine combustion chamber in accordance with claim 5,
wherein the at least one of the feed tubes and the exit openings
are combined with a central fuel injection.
7. A gas turbine combustion chamber in accordance with claim 4,
wherein the at least one of the feed tubes and exit openings are
arranged in a single row.
8. A gas turbine combustion chamber in accordance with claim 4,
wherein the at least one of the feed tubes and the exit openings
are arranged in multiple rows.
9. A gas turbine combustion chamber in accordance with claim 4,
wherein the at least one of the feed tubes and the exit openings
are provided with different outlet diameters.
10. A gas turbine combustion chamber in accordance with claim 4,
wherein the at least one of the feed tubes and the exit openings
are provided in different arrangements.
11. A gas turbine combustion chamber in accordance with claim 4,
wherein the at least one of the feed tubes and the exit openings
comprise a device for active cooling.
12. A gas turbine combustion chamber in accordance with claim 4,
wherein the at least one of the feed tubes and the exit openings
comprise an air flashing device for the purging of fuel.
13. A gas turbine combustion chamber in accordance with claim 4,
wherein the feed tubes are arranged radially starting out from a
central fuel line.
14. A gas turbine combustion chamber in accordance with claim 4,
wherein the feed tubes have at least one of an aerodynamic and
profiled design.
15. A gas turbine combustion chamber in accordance with claim 4,
wherein the feed tubes extend at least one of radially and axially
to a nozzle axis.
16. A gas turbine combustion chamber in accordance with claim 4,
wherein the exit openings are combined with a central fuel
injection.
17. A gas turbine combustion chamber in accordance with claim 1,
wherein fuel is injected into a primary air passage carrying a
major amount of the airflow.
18. A gas turbine combustion chamber in accordance with claim 1,
and comprising a pilot swirler and a pilot nozzle arranged
centrally for central fuel injection.
19. A method for introducing fuel into a gas turbine combustion
chamber comprising a burner, and means for the supply of fuel, the
burner comprising an atomizer and a primary airflow through the
atomizer, the primary airflow having at least one of: a varying
velocity distribution through the atomizer with a maximum airflow
velocity and a minimum airflow velocity, and a varying air mass
flow distribution through the atomizer with a maximum local air
mass flow and a minimum local air mass flow, the method comprising:
injecting fuel from the means for the supply of fuel into areas of
the primary air flow having at least one of: the maximum airflow
velocity and the maximum local air mass flow.
Description
This application is a Continuation-In-Part of U.S. patent
application Ser. No. 10/425,888 (now abandoned) by DORR et al.,
entitled Gas Turbine Combustion Chamber with Defined Fuel Input for
the Improvement of the Homogeneity of the Fuel-Air Mixture, filed
Apr. 30, 2003, the entirety of which is incorporated by reference
herein.
This application claims priority to German Patent Application
DE10219354.1 filed Apr. 30, 2002, the entirety of which is
incorporated by reference herein.
BACKGROUND OF THE INVENTION
This invention relates to a gas turbine combustion chamber with a
burner, with means for the supply of fuel and with an atomizer.
Various forms of gas turbine combustion chambers are known from the
state of the art.
For reduction of the pollutant load, in particular nitrogen oxide
emissions, the fuel must generally be premixed with as much air as
possible to obtain lean combustion, i.e. one characterized by air
excess.
In the case of aircraft gas turbines, it is further necessary to
obtain high overall efficiency and reduced nitrogen oxide emission.
This calls for high energy turnover and correspondingly large fuel
mass flows within the combustion chamber.
In the known combustion chambers, combustion is stabilized almost
exclusively by means of swirling air promoting the re-circulation
of the partly burned gases.
In the known designs, the fuel is introduced mostly centrally by
means of a nozzle which is arranged on the center axis of an
atomizer. Here, the fuel is often injected into the airflow with
considerable overpressure so as to ensure adequate penetration and
allow as much air as possible to be premixed with the fuel.
Such pressure atomizers are firstly designed to break up the fuel
directly. In some designs of fuel injectors, the fuel is sprayed as
completely as possible onto an atomizer lip. The fuel is
accelerated by the airflow on the atomizer lip and atomized, or
broken up, into fine droplets at the downstream end of the atomizer
lip and mixed with the airflow.
In another form known from the state of the art, the fuel is
applied to the atomizer lip by way of a so-called "film
applicator", with the fuel being distributed as uniformly as
possible as a film.
Specification EP 0 935 095 A2 shows a gas turbine combustion
chamber with an annular fuel supply line from which fuel is
introduced into an airflow either at the outer circumference of the
airflow or in a further inward zone.
In the state of the art, it is disadvantageous that the injection
of fuel by means of a central nozzle or a pressure atomizer,
respectively, as well as the discharge of fuel in the form of a
film on a film applicator will not--or only to a limited
extend--provide for homogenous mixing of the fuel with the passing
combustion airflow. Advanced combustion chambers--which are
optimized for reduced nitrogen oxide emissions--are characterized
in that large amounts of air are to be mixed with fuel within
narrow stoichiometric limits before being supplied to combustion.
Consequently, a large amount of the air entering the combustion
chamber must flow through the fuel nozzle and be premixed here with
fuel before combustion in the combustion chamber takes place. This
air quantity can amount to 70 percent of the entire combustion
chamber air. Since, for said reasons, this amount of air is very
large, appropriately dimensioned flow areas must be provided in the
fuel conditioning system or the fuel nozzle, respectively. It is
further disadvantageous that the fuel jets and sprays exiting
through such nozzles will not provide for adequate penetration of
the--constantly growing--air passages of the combustion chambers,
as a result of which the homogenous distribution of the fuel/air
mixture will be fully or partly impaired.
BRIEF SUMMARY OF THE INVENTION
It is a broad aspect of the present invention to provide a gas
turbine combustion chamber of the type described above which, while
being simply designed, cost-effectively producible and dependable
in operation, provides for a reliable, homogenous air-fuel
mixture.
It is a particular object of the present invention to provide
solution to the above problem by the features cited herein, with
further objects and advantages of the present invention becoming
apparent from the description below.
Accordingly, the present invention provides for means for the
supply of fuel by which fuel is injected into areas with maximum
airflow cross-sections.
The design according to the present invention is characterized by a
variety of merits.
In accordance with the present invention, the fuel is initially
discharged in a defined manner to those airflow zones in which the
airflow velocities or the local air mass flows, respectively, are
maximal. Thus, the present invention avoids that the fuel jets or
sprays, respectively, must in a problematic manner penetrate the
airflow within the atomizer over large distances, as is the case in
the state of the art. The fuel is here discharged into that air
passage of the atomizer which carries the maximum amount of the
total air flowing through the atomizer.
Thus, the gas turbine combustion chamber according to the present
invention effects a very uniform distribution of the fuel in the
passing air, providing a homogenous fuel/air mixture.
The typical, swirling airflow within the combustion chamber effects
that the areas of high local air mass flow are often located very
closely to the radially outer rims of the air passages of the
injector nozzle which face away from the center axis.
In a particularly favourable form of the present invention, the
fuel is supplied from the radially outer rim of the air passage.
This can be accomplished by tubes protruding into the airflow or by
fuel jets exiting from openings in the outer rim.
Accordingly, fuel can be injected de-centrally in the vicinity of
the locations with maximum airflow velocities. Other than with film
applicators, a fuel film, which breaks down in the wake of the
atomizer lip, will again not be applied. Rather, the fuel is
introduced as far as possible upstream in the form of individual,
discrete jets or sprays into those airflow areas which represent a
high portion of local mass flow.
In accordance with the present invention, the form of the
individual jets and their hole pattern (number, hole rows etc.) can
preferentially be adapted to the required depth of intrusion of the
fuel into the airflow, the required circumferential homogeneity
and/or the load point for which the atomizer is to be
optimized.
The present invention also allows for substitution of individual
fuel jets by individual fuel sprays.
In the latter form, the individual exit openings (fuel nozzles) of
the de-central fuel injection can be combined with a central fuel
injection. Here, a central, pilot nozzle will be used. Fuel
distribution between the pilot flame and the de-central injection
can either be a fixed one or be selected in dependence of load.
In accordance with the present invention, fuel supply can be
provided either separately or within a common supporting arm.
Accordingly, the present invention also allows for introduction of
the fuel both into the inner and into the outer flow passage. For
this purpose, various hole fields or hole sizes of the openings of
the fuel passages can be provided (nozzle-type effect). These can
be single-row or multi-row or be arranged in various hole patterns.
Altogether, this allows the desired fuel quantities to be
introduced into different areas and strata of the airflow.
It should also be noted that the present invention relates to
multi-flute injection nozzles, these being preferably two-flute,
but also three-flute or four-flute.
In an alternative form of the present invention, it is particularly
favourable if the means for the supply of fuel comprise individual
feed tubes protruding into the free cross-section of the atomizer.
Such feed tubes--which may extend radially from a central fuel
line--allow the fuel to exit into the described areas of the
airflow in a very defined manner.
This is accomplished by defined "vaccination" of the air with fuel
in the areas of maximum airflow velocity In the process, the fuel
is introduced into the flow with the smallest impulse possible.
Accordingly, other than with the film applicator known from the
state of the art, a fuel film is not applied to the atomizer lip in
the present invention. Rather, the fuel is placed far upstream at
discrete locations in areas of the airflow which represent the
maximum portion of local mass flow.
The feed tubes can, for example, extend spokewise centrally from
the middle into the relevant areas of the airflow.
It can be particularly favourable if the feed tubes (spokes) are
designed or profiled aerodynamically. This will only minimally
impair the aerodynamics of the airflow.
In accordance with the present invention, the number of feed tubes
can be adapted to the respective requirements, in dependence of the
homogeneity of the fuel to be achieved in the circumferential
direction of the airflow.
In a preferred development of the present invention, the feed tubes
can be provided with a device for active cooling, for example a
further fuel circuit. A favourable development of the present
invention may also provide for the purging of the fuel by flushing
the spokes with air so as to prevent thermal decomposition of the
fuel in the event of a fuel shut-off.
The feed tubes can be arranged purely radially or purely axially
relative to the nozzle axis, with mixed arrangements being possible
as well.
The present invention is not limited to the introduction, or
positioning, of feed tubes or the similar in the airflow
cross-section. Rather, the process according to the present
invention can also be realized by means of fuel nozzles which are
arranged at the periphery of the airflow cross-section and allow
the fuel to be injected into the airflow in the form of fuel jets
or sprays. In this design variant, the fuel is therefore introduced
by way of a suitable arrangement and dimensioning of nozzles and by
application of adequate fuel pressure. Accordingly, suitable supply
openings (nozzles) issue at the radially outer rim of the airflow
passage and introduce the fuel into the airflow in the form of jets
or sprays. Obviously, the individual exit openings or fuel nozzles
can be arranged in a single row, in multiple rows or in various
hole patterns. They also can have different diameters to create
fuel jets or sprays of different intensity and depth of intrusion
into the airflow.
In the form according to the present invention (and also in the
following embodiments) the design of the nozzle of the combustion
chamber is not limited to two air streams (two-flute) which are
separated by a lip. Rather, the present invention also provides for
any other embodiment.
BRIEF DESCRIPTION OF THE DRAWINGS
The present invention is more fully described in the light of the
accompanying drawings showing preferred embodiments. In the
drawings,
FIG. 1 is a schematic sectional view of a gas turbine combustion
chamber according to the present invention,
FIG. 2 is a schematic representation of the air distribution in a
low-pollutant gas turbine combustion chamber,
FIG. 3 is a sectional side view of a first embodiment with a fuel
nozzle with de-central injection according to the present invention
(with enlarged detail),
FIG. 4 is a sectional side view analogically to FIG. 3 of a further
embodiment of a fuel nozzle with injection of the fuel into the
inner flow passage (primary air passage) and into the outer flow
passage (secondary air passage),
FIG. 5 is a sectional side view of a further embodiment of a fuel
nozzle with combined central and de-central injection with separate
fuel supply,
FIG. 6 is a sectional view similar to FIG. 3 or 4 of a further
embodiment of a fuel nozzle with combined central and de-central
fuel injection with common fuel supply,
FIG. 7 is a sectional side view of a further embodiment of a fuel
nozzle similar to FIG. 5 with combined central and de-central
injection with separate fuel supply and separate air guidance,
FIG. 8 is a sectional side view analogically to FIG. 3 of a further
embodiment of a fuel nozzle, and FIG. 9 is a schematic sectional
side view of a fuel nozzle similar to FIG. 3 with representation of
the velocity distribution of the airflow at the nozzle exit and the
fuel flow.
DETAILED DESCRIPTION OF THE INVENTION
This detailed description should be read in conjunction with the
Summary above, which is incorporated by reference in this
section.
FIG. 1 shows, in schematic side view, a section through a gas
turbine combustion chamber in accordance with the present
invention. It comprises a hood 1 of a combustion chamber head and a
base plate 2. Further, a combustion chamber wall 4 is shown which
connects to a turbine nozzle guide vane 8 shown in schematic
representation. FIG. 1 also shows a combustion chamber outer casing
10 and a combustion chamber inner casing 11. In the inflow area, a
stator vane 9 of the compressor outlet is shown. Reference numeral
7 shows a burner with burner arm and swirler. Further, the gas
turbine combustion chamber comprises a heat shield 5 with a bore
for the burner 7 and individual openings for the generation of a
starter film 3, these openings not being shown in detail.
Further details of the gas turbine combustion chamber are dispensed
with herein since these are known from the state of the art to
which reference is made in this respect.
FIG. 2 is a schematic representation of the distribution of the air
flowing through the gas turbine combustion chamber. Here, a major
amount of the air mass flow enters the combustion chamber via the
fuel nozzle as nozzle air mass flow 20. This nozzle air mass flow
20 is mixed with fuel before the mixture is burnt in the combustion
chamber, and finally leaves the combustion chamber as exit mass
flow 21. The ratio between the nozzle air mass flow 20 and the exit
mass flow 21 must amount to 75% to achieve reduced nitrogen oxide
emissions on low-pollutant combustion chambers. If the fuel nozzle
is of the two-flute design, the nozzle air mass flow 20 is divided
into a primary air passage 22 and a secondary air passage 23. The
primary flow or primary air passage 22 is pre-mixed with fuel,
which is then mixed with the secondary flow or secondary air
passage 23 and enters the combustion chamber.
Here, the primary flow 22--with more than 40 percent air relative
to the nozzle air mass flow 20--carries a major amount of the
nozzle air mass flow 20 entering the combustion chamber via the
nozzle.
FIG. 3 shows a first embodiment in which the feed tubes 24 for the
supply of fuel from the outside issue into the atomizer 6 or into
an annulus not further designated. The small arrowheads each
indicate the direction of exit of the fuel jets through the exit
openings 16. Apparently, the design allows for angular orientation
of the center lines of the exit openings 16 for the fuel.
FIG. 4 shows an embodiment similar to FIG. 3 with an enlarged area
again being shown in a circular cutout. As illustrated, the fuel
feed tube 24 issues into an exit opening 16 from which the fuel is
injected into the air mass flow such that the fuel is partially
orientated against the direction of flow. Thus, fuel is introduced
into the inner airflow passage.
A further exit opening 19 going off from the fuel feed tube 24
injects fuel into the outer airflow passage. Arrowheads indicate
both directions of fuel injection.
FIG. 5 shows a further embodiment of a fuel nozzle according to the
present invention in which the de-central fuel injection through
the exit openings 16 is combined with a central fuel injection 15.
Fuel is here supplied separately to the exit holes 16 or to the
central fuel injection 15, respectively.
A further embodiment is shown in FIG. 6. In this embodiment, a
central fuel injection 15 in the area of the nozzle axis 14 is
again combined with a de-central fuel injection via circumferential
exit openings 16, but with the fuel being supplied to the central
fuel injection 15 and to the de-central fuel injection via the exit
openings 16 by way of a common burner arm 17, as shown
schematically.
FIG. 7 shows a further embodiment with a combination of a central
fuel injection 15 in the area of the nozzle axis and a de-central
fuel injection via exit openings 16 in the circumferential area,
but with the central fuel injection 15 with an additional pilot
swirler 25 and a pilot nozzle 26 being arranged remotely from the
de-central fuel injection via exit openings 16.
FIG. 8 shows a modified embodiment of a fuel nozzle according to
the present invention in sectional side view. Starting out from a
central fuel line 13, feed tubes 12 extend spokewise outward. The
arrangement is symmetrical to the nozzle axis 14. As illustrated in
their sectional view, the feed tubes 12 each feature a fuel exit
opening at their free ends through which the fuel can be discharged
into the area of the outer wall of the atomizer 6.
In the embodiment shown in FIG. 8, provision is made for a total of
six feed tubes 12.
For clarity, FIG. 9 shows the velocity distribution of the airflow
at the nozzle rim and the flow of the fuel introduced via the exit
opening 16. As is apparent, the fuel is introduced into the airflow
area or cross-section in which the airflow velocity is maximal.
As explained before in this document, the present invention
provides for discharge of fuel in areas with maximum airflow
velocities and, alternatively, in areas with maximum local air mass
flows. This process can be optimized in dependence of the
respective operating conditions, the density conditions or similar.
In dependence of the operating conditions, it is possible that the
density of the air is equal so that the maximum air mass flows will
have maximum airflow velocities. The possibility to arrange the
exit holes of the fuel (exit openings) in a single row or in
multiple rows, to change the hole fields or hole sizes and to
provide various hole patterns enables adaptation to the most
different operating conditions, as appropriate. Also, it is
possible to activate some of the exit openings and to deactivate
others temporarily, for example by means of separate fuel feed
tubes.
The above description of the embodiments (FIGS. 2 to 7) relates to
designs which have feed tubes with the respective exit openings.
Also, as mentioned before, suitable nozzles may be provided (for
example the exit openings 16 of the embodiment of FIG. 9) to
introduce fuel jets or sprays into the free airflow. It is not
necessary that the feed tubes protrude or open into the airflow
cross-section. Rather, the fuel can be discharged via the nozzles,
these nozzles also being referred to and shown as openings 16 in
the embodiments.
The present invention was explained in the above specification in
terms of apparatus features. As is apparent, the present invention
applies similarly to a process for the introduction of fuel, with
the process being designable for the introduction of fuel in the
airflow areas featuring maximum velocities or in the airflow areas
featuring maximum mass flow. This will not result in a limitation
of the apparatus features according to the above specification.
Summarizing, then, an air-fuel mixer in accordance with the present
invention is characterized in that it is flown by an amount of air
of more than 40 percent of the entire combustion chamber air and
that it is divided into a primary air passage and into a secondary
air passage by way of a flow divider, with the primary air passage
being flown by at least 30 percent of the entire mixer air. The
secondary air passage is arranged radially outward and shrouds the
primary air passage. The flow divider firstly imparts a certain
acceleration to the primary airflow by way of its contour and by
way of the ratio between the exit area of the swirler and the exit
area of the flow divider and secondly introduces liquid fuel from
inlet openings distributed over the flow divider inner
circumference into the primary flow. Alternatively, the fuel is
introduced from a central supply via one or several feed tubes into
the primary air passage in the immediate vicinity of the flow
divider.
In the mixer, the fuel can also be introduced into the secondary
air passage.
Furthermore, the air in the primary air passage can be swirled by
means of radial, axial or diagonal (combined radial and axial)
swirlers.
The air in the secondary air passage can be swirled by means of
radial, axial or diagonal (combined radial and axial) swirlers.
In the mixer described, the fuel is discharged homogeneously or
inhomogeneously on the circumference of the fuel divider, with the
inlet openings being designed either as single jet or single spray.
The inlet openings are single-row or multi-row. The openings on the
circumference can have equal or different size and any
circumferential distribution.
In the mixer described, the fuel can also be introduced via
similarly or differently designed feed tubes. Differences can be in
the design of the feed tubes, such as shape, length, orientation,
curvature, in the form of the exit openings, such as hole size or
hole shape, and/or in the location of the exit opening relative to
the flow divider.
The mixer can be operated in combination with a pilot burner which
is implemented in the primary air passage and which is activated
under part-load conditions.
The mixer can also be operated in combination with a pilot burner
and a pilot swirler which is implemented in the primary air passage
and is separated from the primary flow by a flow divider. The pilot
airflow can be swirled by means of an axial, a radial or diagonal
swirler.
Fuel injection is preferably accomplished with a device for active
cooling, such as a further fuel circuit 30 (FIG. 9: see the
description thereof in the above Summary section) and/or a device
29 (FIG. 9) for fuel purging by flushing with air.
It will be appreciated, however, that many details can be allowed
to differ from the embodiments illustrated without departing from
the inventive concept. It is also intended that various aspects of
the embodiments disclosed herein can be combined in various manners
to create different embodiments.
LIST OF REFERENCE NUMERALS
TABLE-US-00001 1 Hood of the combustion chamber head 2 Base plate 3
Starter film 4 Combustion chamber wall 5 Heat shield with bore for
burner 7 6 Atomizer 7 Burner with burner arm and swirler 8 Turbine
nozzle guide vane 9 Guide vane in compressor outlet 10 Combustion
chamber outer casing 11 Combustion chamber inner casing 12 Feed
tube (fuel line) 13 Central fuel line 14 Nozzle axis 15 Central
fuel injection 16 Exit opening (nozzle) 17 Burner arm 18 Fuel line
19 Exit opening 20 Nozzle air mass flow 21 Exit mass flow 22
Primary air passage 23 Secondary air passage 24 Feed tube 25 Pilot
swirler 26 Pilot nozzle 27 Primary passage swirler 28 Secondary
passage swirler
* * * * *